CN102310848A - Method for controlling regenerative and hydraulic braking - Google Patents
Method for controlling regenerative and hydraulic braking Download PDFInfo
- Publication number
- CN102310848A CN102310848A CN2011101555598A CN201110155559A CN102310848A CN 102310848 A CN102310848 A CN 102310848A CN 2011101555598 A CN2011101555598 A CN 2011101555598A CN 201110155559 A CN201110155559 A CN 201110155559A CN 102310848 A CN102310848 A CN 102310848A
- Authority
- CN
- China
- Prior art keywords
- pressure
- master cylinder
- loop
- fluid
- cylinder loop
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/58—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/58—Combined or convertible systems
- B60T13/585—Combined or convertible systems comprising friction brakes and retarders
- B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
- B60W10/188—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18127—Regenerative braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/60—Regenerative braking
- B60T2270/604—Merging friction therewith; Adjusting their repartition
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/18—Braking system
- B60W2510/182—Brake pressure, e.g. of fluid or between pad and disc
Abstract
A method for controlling hydraulic braking and regenerative braking in a hybrid brake system is provided, and includes allowing depression of a brake actuator in response to a braking request. Depression of the brake actuator creates pressure in a master cylinder circuit, and the method commands regenerative braking upon depression of the brake actuator until the regenerative braking reaches a threshold level. Transfer of fluid pressure from the master cylinder circuit through a control valve to a wheel circuit is prevented between a first pressure and a second pressure of the master cylinder. Transfer of fluid pressure from the master cylinder circuit to the wheel circuit is partially limited between the second pressure and a third pressure. Full transfer of fluid pressure from the master cylinder circuit through the control valve to the wheel circuit is allowed when the fluid pressure is above the third pressure.
Description
Technical field
The disclosure generally relates to hydraulic braking and the control of regenerative brake in hybrid vehicle and the battery-driven car.
Background technology
Hybrid vehicle and battery-driven car hydraulic brake capable of using is braked, is stopped or decelerating vehicles.Hybrid power or battery-driven car motor also capable of using, for example electrical generator or dynamoelectric machine come decelerating vehicles through regenerative brake.Motor converts kinetic energy into electric energy, and this electric energy can be stored in the energy storing device, for example battery.The electric energy of energy storing device can be exchanged into kinetic energy then, in order to propelled vehicles.
Summary of the invention
A kind of be used for the controlling hydraulic braking of composite braking system and the method for regenerative brake are provided.Said brake system has master cylinder loop and the wheel loop that is filled with fluid and the separation of Be Controlled valve.Brake actuator directly is communicated with said master cylinder loop.Said method comprises pressing down in response to the braking request said brake actuator of permission.Said brake actuator following is pressed in the fluid in said master cylinder loop and produces pressure, begins first pressure.Said method is the order regenerative brake when the pressing down of said brake actuator, till said regenerative brake reaches threshold level.
When the fluid in the said master cylinder loop is between said first pressure and second pressure, stop fluid pressure to be delivered to said wheel loop through said control cock from said master cylinder loop.When the fluid in the said master cylinder loop was between said second pressure and the 3rd pressure, partly limit fluid pressure was delivered to said wheel loop from said master cylinder loop through said control cock.When the fluid in the said master cylinder loop during, allow fluid pressure to be delivered to said wheel loop fully through said control cock from said master cylinder loop greater than said the 3rd pressure.
Said hydraulic brake system also can comprise bypass mechanism, and said method comprises also whether definite regenerative brake is available.If regenerative brake is unavailable, so said method orders said bypass mechanism to be opened.Open said bypass mechanism allow when any fluid pressure in the said master cylinder loop during greater than said first pressure fluid pressure be delivered to said wheel loop from said master cylinder loop fully through said control cock.
Said composite braking system also comprises position transduser or the pressure sensor that is operably connected to said brake actuator, and said method also comprises the said brake actuator of monitoring and produces signal from it.Can the order regenerative brake take place in response to the signal that produces.
The invention still further relates to following technical scheme.
1. one kind is used for controlling the hydraulic braking of composite braking system and the method for regenerative brake; Said composite braking system has the brake actuator that is filled with master cylinder loop that fluid and Be Controlled valve separate and wheel loop and directly is communicated with said master cylinder loop, and said method comprises:
Allow pressing down of said brake actuator in response to braking request, wherein said brake actuator following is pressed in the fluid in said master cylinder loop and produces pressure, starts from first pressure;
Order regenerative brake when the pressing down of said brake actuator is till said regenerative brake reaches threshold level;
When the fluid in the said master cylinder loop is between said first pressure and second pressure, stop fluid pressure to be delivered to said wheel loop through said control cock from said master cylinder loop;
When the fluid in the said master cylinder loop was between said second pressure and the 3rd pressure, partly limit fluid pressure was delivered to said wheel loop from said master cylinder loop through said control cock; And
When the fluid in the said master cylinder loop during, allow fluid pressure to be delivered to said wheel loop fully through said control cock from said master cylinder loop greater than said the 3rd pressure.
2. like the method for technical scheme 1, wherein said composite braking system also comprises bypass mechanism, and said method also comprises:
Confirm whether regenerative brake is available; And
If regenerative brake is unavailable; Order said bypass mechanism to be opened so, wherein open said bypass mechanism allow when the fluid in the said master cylinder loop during greater than said first pressure fluid pressure be delivered to said wheel loop from said master cylinder loop fully through said control cock.
3. like the method for technical scheme 2, wherein said composite braking system also comprises the position transduser that is operably connected to said brake actuator, and said method also comprises:
Monitor the position of said brake actuator;
Produce position signal from the position of the brake actuator of said monitoring; And
Wherein,, said brake actuator orders regenerative brake when pressing down in response to said position signal.
4. like the method for technical scheme 3, comprise that also wherein said hydraulic pressure back pressure produces through said control cock through the pressing down of the said brake actuator of hydraulic pressure back pressure counteraction in the said master cylinder loop.
5. like the method for technical scheme 4, also comprise second pressure of when regenerative brake reaches said threshold level, setting in the said master cylinder loop.
6. like the method for technical scheme 5, wherein said control cock is mechanical calibrate valve.
7. like the method for technical scheme 5, wherein said control cock is electric variable solenoid valve.
8. method that is used for controlling composite braking system hydraulic braking and regenerative brake; Said composite braking system has and is filled with fluid and by electric variable solenoid valve separated master cylinder loop and wheel loop and the brake actuator that directly is communicated with said master cylinder loop, said method comprises:
Allow pressing down of said brake actuator in response to braking request, wherein said brake actuator following is pressed in the fluid in said master cylinder loop and produces pressure, starts from first pressure;
Order regenerative brake when said brake actuator presses down is till said regenerative brake reaches threshold level;
When the fluid in the said master cylinder loop is between said first pressure and second pressure, stop fluid pressure to be delivered to said wheel loop through the variable solenoid valve of said electricity from said master cylinder loop;
When the fluid in the said master cylinder loop was between said second pressure and the 3rd pressure, partly limit fluid pressure was delivered to said wheel loop from said master cylinder loop through the variable solenoid valve of said electricity; And
When the fluid in the said master cylinder loop during, allow fluid pressure to be delivered to said wheel loop fully through the variable solenoid valve of said electricity from said master cylinder loop greater than said the 3rd pressure.
9. like the method for technical scheme 8, also comprise:
Confirm whether regenerative brake is available; And
If regenerative brake is unavailable; Ordering the variable solenoid valve of said electricity so is bypass state; Wherein, said bypass state allow when the fluid in the said master cylinder loop during greater than said first pressure fluid pressure be delivered to said wheel loop from said master cylinder loop fully through the variable solenoid valve of said electricity.
10. like the method for technical scheme 9, wherein in said master cylinder loop during from said second pressure to said the 3rd pressure partly limit fluid pressure be delivered to said wheel loop from said master cylinder loop through the variable solenoid valve of said electricity and comprise:
Monitor the situation of said braking request;
The transmission of when the first condition setting is satisfied in said braking request, dispatching fluid pressure based on the first hydraulic braking scheme; And
When said braking request is satisfied when being different from second condition that first condition sets and setting, the transmission of dispatching fluid pressure based on the second hydraulic braking scheme different with the said first hydraulic braking scheme.
11. method that is used for controlling composite braking system hydraulic braking and regenerative brake; Said composite braking system has the master cylinder loop; This master cylinder loop is filled with fluid, and is communicated with the first wheel loop fluid through first control cock, is communicated with the second wheel loop fluid through second control cock; And said composite braking system has the brake actuator that directly is communicated with said master cylinder loop, and said method comprises:
Allow pressing down of said brake actuator in response to braking request, wherein said brake actuator following is pressed in the fluid in said master cylinder loop and produces pressure, starts from first pressure;
Order regenerative brake when said brake actuator presses down is till said regenerative brake reaches threshold level;
When the fluid in the said master cylinder loop is between said first pressure and second pressure, stop fluid pressure to be delivered to the said first and second wheel loops from said master cylinder loop through said first and second control cock;
When the fluid in the said master cylinder loop was between said second pressure and the 3rd pressure, partly limit fluid pressure was delivered to the said first and second wheel loops from said master cylinder loop through said first and second control cock; And
When the fluid in the said master cylinder loop during, allow fluid pressure to be delivered to the said first and second wheel loops fully from said master cylinder loop through said first and second control cock greater than said the 3rd pressure.
12. like the method for technical scheme 11, wherein said composite braking system also comprises the position transduser that may be operably coupled to said brake actuator, said method also comprises:
Monitor the position of said brake actuator;
Produce position signal from the position of the brake actuator of said monitoring; And
Wherein,, said brake actuator orders regenerative brake when pressing down in response to said position signal.
13., also comprise second pressure of when regenerative brake reaches said threshold level, setting in the said master cylinder loop like the method for technical scheme 12.
14. like the method for technical scheme 13, wherein said composite braking system also comprises bypass mechanism, said method also comprises:
Confirm whether regenerative brake is available; And
If regenerative brake is unavailable; Order said bypass mechanism to be opened so, wherein open said bypass mechanism allow when the fluid in the said master cylinder loop during greater than said first pressure fluid pressure be delivered to the said first and second wheel loops fully from said master cylinder loop through said first and second control cock.
15., comprise that also wherein said hydraulic pressure back pressure produces through said first and second control cock through the pressing down of the said brake actuator of hydraulic pressure back pressure counteraction in the said master cylinder loop like the method for technical scheme 14.
In conjunction with accompanying drawing, the detailed description that is used for some optimal mode of embodiment of the present invention from below and likes other embodiment that claim limits enclosed can be easily aware of above-mentioned feature and advantage of the present invention and other feature and advantage.
Description of drawings
Fig. 1 is the scheme drawing of composite braking system;
Fig. 2 is the schematic composite brakig control chart or the diagram of curves of the example feature of composite braking system shown in Fig. 1 during composite brakig;
Fig. 3 is the indicative flowchart of a part that is used for algorithm or the method for modulated pressure braking and regenerative brake; And
Fig. 4 is another part of indicative flowchart shown in Fig. 3.
The specific embodiment
With reference to accompanying drawing, mark identical among wherein some figure has illustrated the scheme drawing of composite braking system 10 corresponding to same or analogous parts among Fig. 1.When being combined in hybrid power or battery-driven car (not shown), brake system 10 can be controlled and hydraulic hybrid braking and regenerative brake, and it is also referred to as composite brakig.
Although be the method for describing brake system 10 and control composite braking system with reference to automotive applications in detail, those skilled in the art will recognize that widely and use.For example, and not restriction, construction, mining and other heavy wares also can contain parts as herein described, structure and method.Those skilled in the art will recognize that term is to be used for describing accompanying drawing like " top ", " below ", " making progress ", " downwards " etc., does not represent the restriction to the scope of the invention that is defined by the following claims.
First and second control cock 20,22 are configured to change selectively master cylinder loop 12 and the first and second wheel loops 16, fluid pressure transmits between 18 mode.First and second control cock 20,22 operate in three different patterns usually.In the first pattern blocking model, first and second control cock 20,22 limit or the transmission of block pressure fully.In the second pattern quantitative model, first and second control cock 20,22 can be partly or the transmission of limit fluid pressure pro rata.In the non-metering pattern of three-mode, first and second control cock 20,22 can allow transmitting fully or directly of fluid pressure---and make the pressure in the master cylinder loop 12 equate basically with pressure in the first and second wheel loops 16,18.
In some structures of brake system 10, first and second control cock 20,22 also can comprise four-mode.Four-mode for allow master cylinder loop 12 and the first and second wheel loops 16, between 18 along the mobile balanced mode of the low pressure of both direction.If first and second control cock 20,22 are not configured with balanced mode, first and second control cock 20,22 possibly closed (acquiescence) at low-down pressure so.
The chaufeur of vehicle or operator ask braking through the brake actuator 26 that can comprise brake pedal 27.Brake actuator 26 directly is communicated with master cylinder loop 12 through master cylinder 28.Therefore, the fluid pressure in the brake actuator 26 direct control master cylinder loops 12.Similarly, the fluid pressure in the master cylinder loop 12 is perceived as the force feedback in the brake actuator 26.This also can be described as " pedal sense ".As described herein, the amount of pressure of first and second control cock, 20,22 control master cylinder loops 12 and the first and second wheel loops 16, transmission between 18.
Can be combined with the brake servo unit (not shown) in the brake actuator 26, for example vacuum booster or dynamic brake ancillary system make the power that is applied to brake pedal 27 during the multiplicable braking request.Brake servo unit also is sent to brake pedal 27 with the force feedback of master cylinder 28, but can reduce the amount of the power that chaufeur experiences.
The first and second wheel loops 16,18 and first car side brake 31, second car side brake 32, the 3rd car side brake 33 and four-wheel brakes 34 direct fluids are communicated with.Brake fluid in the master cylinder 28 is braked actuator 26 pressurizations.First and second control cock 20,22 allow master cylinder loop 12 and the first and second wheel loops 16 selectively, the transmission of fluid pressure between 18, and first to fourth car side brake 31,32,33,34 (can be described as car side brake 31-34 here) converts fluid pressure into hydraulic braking force.
Each car side brake 31-34 can be communicated with one or more wheels of vehicle (for example first wheel 41, second wheel 42, the 3rd wheel 43 and the 4th wheel 44).Brake system 10 may be implemented on the vehicle that has than four more or less wheels of wheel.
Among Fig. 1, the first wheel loop 16 is communicated with first car side brake 31 and second car side brake 32.This can be described as traditional separation type system, and a chamber of master cylinder 28 is communicated with (first and second wheels 41,42 or third and fourth wheel 43,44 can be front-wheel) with front-wheel, and another chamber is communicated with trailing wheel.Alternatively; Brake system 10 can be configured to intersect the separation type system; Wherein (for example first wheel 41) in master cylinder 28 chamber and the front-wheel and (for example the 3rd wheel 43) in the trailing wheel are communicated with, and another chamber is communicated with another front-wheel and another trailing wheel.
Each car side brake 31-34 uses the fluid pressure in one of first and second wheel loops 16,18 to apply hydraulic braking force to vehicle.It is the ratio of 1:1 that car side brake 31-34 need not with wheel 41-44, make (for example) first car side brake 31 can act on first wheel 41 with second wheel 42 on.In addition, brake system 10 can comprise other (third and fourth) control cock, makes each car side brake 31-34 all be communicated with separate control valves.
Describe in detail more as following, according to the operation conditions of vehicle and the braking request type of chaufeur, brake system 10 use hydraulic braking and regenerative brakes.The braking request also can be from the somewhere except vehicle operator, for example from automatic obstacle-avoiding system or vehicle cruise control system.
With reference now to Fig. 2,, and continues to show composite brakig control diagram 100 the scheduling characteristic of brake system 10 during it schematically illustrates mixing or makes up braking with reference to figure 1.Be the pressure in the master cylinder loop 12 on the x axle 102 of chart 100, this also is the force feedback pressure that brake actuator 26 is experienced.Usually, increasing force value along x axle 102 representes to brake request more significantly than the relative more vehicle operator of low pressure values.
The left side y axle 104 of chart 100 is a hydraulic brake pressure, and it is the fluid pressure in the first and second wheel loops 16,18.Usually, y axle 104 increases the more pressure that force value representes to be passed to car side brake 31-34 along the left side.
The right side y axle 106 of chart 100 uses for regenerative brake, and it is expressed as the percentum of total available regenerative brake power.Usually, y axle 106 increases the use that percent value representes to improve the regenerative brake ability along the right side.
In addition, because the more relatively kinetic energy of vehicle converts electric energy into so that the later stage uses, can be equal to the raising fuel efficiency so improve regenerative brake.The amount of available regenerative brake power (or moment of torsion) for example largely depends on and unrestrictedly: the running velocity of vehicle and acceleration/accel, the situation of motor 36, the situation of the battery of vehicle or other energy storing device (not shown).
On X axle 102, left side y axle 104 and right side y axle 106 and the chart 100 on all remainders and the specification sheets here shown in numerical value only be schematically, do not represent restriction to brake system 10 described herein or method.In addition, the relative value that left side y axle 104 (hydraulic brake pressure) is compared to right side y axle 106 (percentum of regenerative brake ability) can be arbitrarily, from its not directly conversion or of equal value.
Chart 100 shows a plurality of optional braking schemes.Metered scheme 110 does not show fluid pressure and is passed to the first and second wheel loops 16,18 fully from master cylinder loop 12.When operating in not metered scheme 110, the pressure in master cylinder loop 12 (being presented on the x axle 102) is substantially equal to the pressure (being presented on the left side y axle 104) in the first and second wheel loops 16,18.Metered scheme 110 also can not represented the hydraulic braking during the bypass mode; It comprises that the permission fluid pressure transmits through first and second control cock 20,22 fully; Perhaps open bypass circulation, perhaps walk around (not shown in figure 1) first and second control cock 20,22.
As shown in Figure 2, regeneration scheme 112 increases the amount of regenerative brake fast, and up to reaching threshold level 114, in this exemplary scheme, said threshold level 114 is roughly peaked a hundred per cent.Alternatively, threshold level 114 can be the low percentum of maximum available braking, and for example (80-95%) perhaps can be based on the quantity of power of motor 36 generations.After reaching threshold level 114, regeneration scheme 112 remains on maximum with regenerative brake, to catch all available kinetic energy, in order to convert electric energy into.
As shown in Figure 2, if the order hydraulic braking orders regenerative brake with operation on regeneration scheme 112 to operate on the metered scheme 110, before motor 36 reaches its maximum regeneration braking potential, car side brake 31-34 will begin abrupt deceleration vehicle so.Because car side brake 31-34 can't be braked the heat that system 10 recaptures usually and operates the heat that potential regenerating braking energy is lost one's husband and dissipated into by car side brake 31-34 through kinetic energy is converted into.
Metering hydraulic solution 116 shows in hydraulic braking and begins the brake system 10 that the back postpones.Therefore, before car side brake 31-34 began to convert kinetic energy into heat, more vehicle energy can be caught through regenerative brake by motor 36.When brake actuator 26 is depressed or glancing impact otherwise, master cylinder 28 is increased to first pressure 121 with pressure in the master cylinder loop 12, shown on the metering hydraulic solution 116.On the schematic shown in Fig. 2 100, first pressure 121 can be roughly 5-10 pound per square inch (PSI).Before reaching first pressure 121, balanced mode allows master cylinder loop 12 and the first and second wheel loops 16, the free transmission of fluid pressure between 18.
Yet, stop the further rising of the pressure in the master cylinder loop 12 to be passed to the first and second wheel loops 16,18 through first and second control cock 20,22, the pressure in master cylinder loop 12 reaches till second pressure 122.On the schematic shown in Fig. 2 100, second pressure 122 can be roughly 100 PSI.Between first pressure 121 and second pressure 122, first and second control cock 20,22 operate in blocking model.
When first and second control cock 20,22 operated in the blocking model, elevated pressure in the master cylinder loop 12 (shown in metering hydraulic solution 116) provided feedback force for brake actuator 26.This feedback force is known chaufeur, and when regeneration scheme 112 increased regenerative brake through motor 36, total braking force was increasing.If brake system 10 is along not metered scheme 110 operations, feedback force (being also referred to as pedal sense) can be substantially similar to chaufeur with the feedback force of experiencing so.
Because the regenerative brake that uses motor 36 is through controller 40 electric control, motor 36 applies opposite reaction for brake actuator 26.Through increasing the feedback force that the pressure in the master cylinder loop 12 provides along metering hydraulic solution 116, giving unique signal of the chaufeur of abrupt deceleration vehicle can not be car retardation.
When braking request increased pressure in the master cylinder loop 12 to surpass second pressure 122, first and second control cock 20,22 began to operate in quantitative model.As measure shown in the hydraulic solution 116, between second pressure 122 and the 3rd pressure 123, first and second control cock 20,22 partly limit fluid pressure are delivered to the first and second wheel loops 16,18 from master cylinder loop 12.When at quantitative model, increase the also feasible pressure that increases in the first and second wheel loops 16,18 of pressure in the master cylinder loop 12, but do not allow hydraulic braking completely, till reaching the 3rd pressure 123.
In some structures of brake system 10, depend on the particular type of the used valve of first and second control cock 20,22, when regenerative brake scheme 112 reached threshold level 114, second pressure 122 can be set to be equal to basically the pressure in the master cylinder loop 12.Therefore, shown on the chart 100, when regenerative brake reached maximum and no longer supplies more braking force, hydraulic braking began in the essentially identical time (or point).
If brake system 10 comprises position transduser 38, controller 40 can estimate to satisfy the amount of the required regenerative brake of chaufeur braking request so.If chaufeur is further depressed brake actuator 26, position transduser 38 can send the signal of the stroke increase of brake actuator 26 so, and controller 40 can increase the amount of regenerative brakes.If brake system 10 comprises pressure sensor 39, controller 40 can be confirmed the amount of required regenerative brake based on the estimation that equals to brake the pressure that request produces so.
After reaching the 3rd pressure 123; First and second control cock 20,22 operate in not metering (or opening greatly) pattern; And all fluid pressures in master cylinder loop 12 all are delivered to the first and second wheel loops 16,18, to be used for abrupt deceleration vehicle hydraulically by car side brake 31-34.On the schematic shown in Fig. 2 100, the 3rd pressure 123 can be roughly between the 400-450 PSI.On the 3rd pressure 123, use the greatest combined braking force of regenerative brake and hydraulic braking to come decelerating vehicles.
If the enforcement of control policy shown in Fig. 2 and braking scheme takes place through first and second control cock 20,22---perhaps only use a valve then through first control cock 20---and possibly pass through controller 40.Each valve in first and second control cock 20,22 all can comprise a plurality of valve systems, and can be polytype valve.For example, first and second control cock 20,22 can be " intelligence " valve that can change flow characteristic in response to the order of controller 40, can be " dumping " valve that operates under the predetermined condition, perhaps are its combination.
The one type of valve that is suitable for first and second control cock 20,22 is the mechanical type calibrate valve.First and second control cock, 20,22 configurable mechanical calibrate valves, this valve cuts out when first pressure 121, with stop brake fluid from the master cylinder loop 12 to first and second wheel loops 16,18.---through the calibration design value of elastic force control in the valve---there is not fluid can flow to first and second wheel loop 16,18 and the car side brake 31-34 from first pressure, 121 to second pressure 122.
During between first pressure 121 and second pressure 122, can be through controller 40 scheduling regenerative brake power, so that if 39 of working pressure sensors improve pressure, perhaps if 38 strokes that increase brake actuator 26 of use location sensor.In case reach second pressure 122, mechanical calibrate valve is just opened, and begin the car side brake 31-34 that conveyance fluid reaches at each wheel place to the first and second wheel loops 16,18.
When first and second control cock 20,22 were used mechanical calibrate valve, the hydraulic braking scheme was fixed as the function of pressure in the master cylinder loop 12, did not change with respect to the availability of regenerative brake.If regenerative brake is unavailable or very limited, chaufeur possibly felt not fully braking of vehicle so, and further presses down brake actuator 26, the pressure in master cylinder loop 12 reaches second pressure 122 and hydraulic braking begin till.
Alternatively, controller 40 can confirm whether regenerative brake available whenever chaufeur request glancing impact, and if regenerative brake unavailable, order bypass mechanism 46 to be opened so.For example (not restriction), said bypass mechanism 46 can be: with the solenoid valve of master cylinder loop 12 and 16, the 18 direct coupled independent controls of the first and second wheel loops; Or allow the independent function unit of master cylinder loop 12 and the first and second wheel loops 16, direct fluid bonded assembly first and second control cock 20,22 between 18.
For any fluid pressure higher than first pressure 121 in master cylinder loop 12, open bypass mechanism 46 allow fluid pressures from master cylinder loop 12 through or be delivered to the first and second wheel loops 16,18 fully around first and second control cock 20,22.When the braking request finishes, but perhaps become the time spent when braking regeneration, bypass mechanism 46 can be disabled.
The another kind of valve that is suitable for first and second control cock 20,22 is electric variable solenoid valve.First and second control cock 20,22 are configurable to have electric variable solenoid valve, and it is closed at first pressure 121, perhaps is configured to default conditions for closing.The variable solenoid valve of electricity stops brake fluid to flow to the first and second wheel loops 16,18 from master cylinder loop 12, till master cylinder loop 12 reaches second pressure 122.
Between second pressure 122 and the 3rd pressure 123, electric variable solenoid valve partly limits and flows to the first and second wheel loops 16,18 from master cylinder loop 12.Controller 40 limits based on the first hydraulic braking scheme command component, and the said first hydraulic braking scheme can be similar to the metering hydraulic solution 116 shown in Fig. 2 basically.The first hydraulic braking scheme can make when braking asks to satisfy the first condition setting based on the situation acquisition or the selection of the braking request of monitoring, the controller 40 selections first hydraulic braking scheme.In addition, the availability and the characteristic of the regenerative brake during the braking request can be considered in the scheduling hydraulic braking between second pressure 122 and the 3rd pressure 123.
If regenerative brake is unavailable, can to order electric variable solenoid valve be bypass state to controller 40 so.For than the high any fluid pressure of first pressure 121 in the master cylinder loop 12, bypass state allows fluid pressure to be delivered to the wheel loop fully from master cylinder loop 12 through the variable solenoid valve of electricity.Because electric variable solenoid valve can overcome any internal mechanism or spring, the variable solenoid valve of electricity is changed to opens state greatly and just can implement bypass mode, need not the moving system 10 of the integrated system of separate part (for example, bypass mechanism 46).
With reference now to Fig. 3 and 4,, and continue, show the algorithm or the method 200 that are used for modulated pressure braking and regenerative brake with reference to Fig. 1 and 2.Although illustrate and described method 200 with reference to braking scheme shown in structure shown in the figure 1 and Fig. 2, in the scope of this method, can use other parts and braking scheme.
Said method starts from step 210, and in response to the braking request, brake actuator 26 activates or presses down.Following being pressed in the master cylinder loop 12 of brake actuator 26 produces hydraulic pressure---start from first pressure 121.In step 212, press down through sensor (for example position transduser 38 or pressure sensor 39) sensing, and produce the signal of expression braking request.The signal that produces in step 212 can be repeatedly or continue to change, said method 200 can also be circulation or continuous.
In step 214, method 200 confirms whether regenerative brake is available.For example, step 214 can comprise temperature detection battery electric quantity state or the calculating availability based on motor 36 and battery.If step 214 confirms that regenerative brake is unavailable, method 200 proceeds to step 216 so that only hydraulic braking so.In step 218, controller 40 order bypass mode or activation by-pass collar.
In step 220, method 200 confirms whether speed-slackening signal equals zero, and this takes place when the braking request finishes.If brake request signal is not equal to zero, method is returned step 216 and is continued only hydraulic braking so.Yet if signal equals zero, method 200 proceeds to step 222 so, and finishes the bypass braking, till receiving another braking request.
Can use if step 214 is confirmed regenerative brake, method proceeds to step 224 so that composite brakig is included in step 226 order regenerative brake and orders hydraulic braking in step 228 so.In step 230, method 200 is according to braking request (measured like position transduser 38 or pressure sensor 39) scheduling regenerative brake.For example, in step 230, controller 40 can confirm that with the braking request regeneration scheme 112 is appropriate based on the operating conditions of vehicle.Usually, when braking request (with the pressure in the master cylinder loop 12) increased, regenerative brake power also increased, till regenerative brake reaches threshold level 114.
In step 232, method 200 confirms whether speed-slackening signal equals zero, and this takes place when the braking request finishes.If the braking request is not equal to zero, method is returned step 230 so, and continues regenerative brake.Yet if signal equals zero, method 200 proceeds to step 234 so, and finishes regenerative brake, till receiving another braking request.
After step 228 order hydraulic braking, method 200 can proceed to optional step 236.The regenerative brake (for example regeneration scheme 112) of controller scheduling in step 230 capable of using is set second pressure 122 (schematic flow diagram in method 200 is labeled as " P2 ") that is used for hydraulic braking (for example measuring hydraulic solution 116).Therefore, hydraulic braking can not begin, till regenerative brake reaches threshold level 114, and the energy that maximization motor 36 was caught before car side brake 31-34 engages.Alternatively, second pressure 122 can be set in predetermined value, or confirms from other resource, for example tracing table.
In step 238, method 200 scheduling are used for the hydraulic braking of brake system 10.Link 240 firsts with method shown in Fig. 3 200 are connected to the remainder of method 200 shown in Fig. 4.Method 200 moves to confirm the size of braking request, as measured through the pressure in the master cylinder loop 12 from linking 240.
Generally speaking, step 242-256 comprises the size (based on pressure signal or position signal) of confirming the braking request, and based on the size adjustment of the braking request stream to car side brake 31-34.That step 242-256 is illustrated as repetition and on-cycle, but similar mode that can the be constant situation of brake monitoring request continuously.Step 242-256, especially deciding step 242,246 and 250 can be carried out simultaneously.
Metering hydraulic solution 116 shown on the chart 100 of Fig. 2 shows the flox condition of the different operation modes during the step 242-256 of method 200, set or first and second control cock 20,22.Yet the operation of method 200 and brake system 10 need not to follow the accurate route of metering hydraulic solution 116.
In step 242, method 200 confirms that pressure (being labeled as " P ") in the master cylinder loops 12 is whether between first pressure 121 (in the schematic flow diagram of method 200, being labeled as " P1 ") and second pressure 122.If the pressure in the master cylinder loop 12 is between first pressure 121 and second pressure 122, method 200 proceeds to step 244 so, and stops fluid pressure mobile or be communicated with in master cylinder loop 12 and the first and second wheel loops 16, between 18.This be on the chart 100 of Fig. 2 shown in the part of metering hydraulic solution 116 between first pressure 121 and second pressure 122.
If step 242 is confirmed pressure in the master cylinder loop 12 not between first pressure 121 and second pressure 122, step 246 confirms that the interior pressure in master cylinder loop 12 is whether between second pressure 122 and the 3rd pressure 123 (in the schematic flow diagram of method 200, being labeled as " P3 ") so.If the pressure in the master cylinder loop 12 is between second pressure 122 and the 3rd pressure 123; Method 200 proceeds to step 248 so, and partly limit fluid pressure is delivered to the first and second wheel loops 16,18 from master cylinder loop 12 through first and second control cock 20,22.This be on the chart 100 shown in the metering part of hydraulic solution 116 between second pressure 122 and the 3rd pressure 123.
If the pressure in the definite master cylinder loop 12 of step 246 is not between second pressure 122 and the 3rd pressure 123, whether the pressure in the definite master cylinder loop 12 of step 250 is greater than the 3rd pressure 123 so.If the pressure in the master cylinder loop 12 is greater than the 3rd pressure 123; Method 200 proceeds to step 252 so; For any fluid pressure higher, allow fluid pressure to be delivered to the first and second wheel loops 16,18 fully from master cylinder loop 12 through first and second control cock 20,22 than the 3rd pressure 123 in master cylinder loop 12.This be on the chart 100 shown in metering hydraulic solution 116 in the part on the 3rd pressure 123 right sides.
In step 254, method 200 confirms whether speed-slackening signal equals zero, and this takes place when the braking request finishes usually.If brake request signal is not equal to zero, so because need further hydraulic braking, so method proceeds to step 256.Method is returned step 242 then, and continues circulation step 242-252.Yet, if signal equals zero, so because do not need further braking, so method 200 proceeds to step 258.Step 260 finishes hydraulic braking, till receiving another braking request.All brakings of vehicle and brake system 10 take place and finish in step 234 and step 260 usually together.
Detailed description and view or accompanying drawing are support of the present invention and description, but scope of the present invention only is defined by the claims.Although describe some optimal modes and other embodiment of implementing invention required for protection in detail, exist to be used to implement of the present invention various alternative designs and the embodiment that accompanying claims limits.
Claims (10)
1. one kind is used for controlling the hydraulic braking of composite braking system and the method for regenerative brake; Said composite braking system has the brake actuator that is filled with master cylinder loop that fluid and Be Controlled valve separate and wheel loop and directly is communicated with said master cylinder loop, and said method comprises:
Allow pressing down of said brake actuator in response to braking request, wherein said brake actuator following is pressed in the fluid in said master cylinder loop and produces pressure, starts from first pressure;
Order regenerative brake when the pressing down of said brake actuator is till said regenerative brake reaches threshold level;
When the fluid in the said master cylinder loop is between said first pressure and second pressure, stop fluid pressure to be delivered to said wheel loop through said control cock from said master cylinder loop;
When the fluid in the said master cylinder loop was between said second pressure and the 3rd pressure, partly limit fluid pressure was delivered to said wheel loop from said master cylinder loop through said control cock; And
When the fluid in the said master cylinder loop during, allow fluid pressure to be delivered to said wheel loop fully through said control cock from said master cylinder loop greater than said the 3rd pressure.
2. method as claimed in claim 1, wherein said composite braking system also comprises bypass mechanism, said method also comprises:
Confirm whether regenerative brake is available; And
If regenerative brake is unavailable; Order said bypass mechanism to be opened so, wherein open said bypass mechanism allow when the fluid in the said master cylinder loop during greater than said first pressure fluid pressure be delivered to said wheel loop from said master cylinder loop fully through said control cock.
3. method as claimed in claim 2, wherein said composite braking system also comprises the position transduser that is operably connected to said brake actuator, and said method also comprises:
Monitor the position of said brake actuator;
Produce position signal from the position of the brake actuator of said monitoring; And
Wherein,, said brake actuator orders regenerative brake when pressing down in response to said position signal.
4. method as claimed in claim 3 comprises that also wherein said hydraulic pressure back pressure produces through said control cock through the pressing down of the said brake actuator of hydraulic pressure back pressure counteraction in the said master cylinder loop.
5. method as claimed in claim 4 also comprises second pressure of when regenerative brake reaches said threshold level, setting in the said master cylinder loop.
6. method as claimed in claim 5, wherein said control cock are mechanical calibrate valve.
7. method as claimed in claim 5, wherein said control cock are electric variable solenoid valve.
8. method that is used for controlling composite braking system hydraulic braking and regenerative brake; Said composite braking system has and is filled with fluid and by electric variable solenoid valve separated master cylinder loop and wheel loop and the brake actuator that directly is communicated with said master cylinder loop, said method comprises:
Allow pressing down of said brake actuator in response to braking request, wherein said brake actuator following is pressed in the fluid in said master cylinder loop and produces pressure, starts from first pressure;
Order regenerative brake when said brake actuator presses down is till said regenerative brake reaches threshold level;
When the fluid in the said master cylinder loop is between said first pressure and second pressure, stop fluid pressure to be delivered to said wheel loop through the variable solenoid valve of said electricity from said master cylinder loop;
When the fluid in the said master cylinder loop was between said second pressure and the 3rd pressure, partly limit fluid pressure was delivered to said wheel loop from said master cylinder loop through the variable solenoid valve of said electricity; And
When the fluid in the said master cylinder loop during, allow fluid pressure to be delivered to said wheel loop fully through the variable solenoid valve of said electricity from said master cylinder loop greater than said the 3rd pressure.
9. method as claimed in claim 8 also comprises:
Confirm whether regenerative brake is available; And
If regenerative brake is unavailable; Ordering the variable solenoid valve of said electricity so is bypass state; Wherein, said bypass state allow when the fluid in the said master cylinder loop during greater than said first pressure fluid pressure be delivered to said wheel loop from said master cylinder loop fully through the variable solenoid valve of said electricity.
10. method that is used for controlling composite braking system hydraulic braking and regenerative brake; Said composite braking system has the master cylinder loop; This master cylinder loop is filled with fluid, and is communicated with the first wheel loop fluid through first control cock, is communicated with the second wheel loop fluid through second control cock; And said composite braking system has the brake actuator that directly is communicated with said master cylinder loop, and said method comprises:
Allow pressing down of said brake actuator in response to braking request, wherein said brake actuator following is pressed in the fluid in said master cylinder loop and produces pressure, starts from first pressure;
Order regenerative brake when said brake actuator presses down is till said regenerative brake reaches threshold level;
When the fluid in the said master cylinder loop is between said first pressure and second pressure, stop fluid pressure to be delivered to the said first and second wheel loops from said master cylinder loop through said first and second control cock;
When the fluid in the said master cylinder loop was between said second pressure and the 3rd pressure, partly limit fluid pressure was delivered to the said first and second wheel loops from said master cylinder loop through said first and second control cock; And
When the fluid in the said master cylinder loop during, allow fluid pressure to be delivered to the said first and second wheel loops fully from said master cylinder loop through said first and second control cock greater than said the 3rd pressure.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US12/813,555 US20110304198A1 (en) | 2010-06-11 | 2010-06-11 | Method for controlling regenerative and hydraulic braking |
| US12/813555 | 2010-06-11 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN102310848A true CN102310848A (en) | 2012-01-11 |
Family
ID=45020254
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2011101555598A Pending CN102310848A (en) | 2010-06-11 | 2011-06-10 | Method for controlling regenerative and hydraulic braking |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US20110304198A1 (en) |
| KR (1) | KR20110135796A (en) |
| CN (1) | CN102310848A (en) |
| DE (1) | DE102011103540A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104080637A (en) * | 2011-12-05 | 2014-10-01 | 雷诺两合公司 | Braking supervision |
| CN104210370A (en) * | 2013-05-31 | 2014-12-17 | 福特全球技术公司 | Control and delivery of hydraulic fluid in vehicle braking system |
| CN104582998A (en) * | 2012-08-30 | 2015-04-29 | 株式会社爱德克斯 | Vehicle braking device |
Families Citing this family (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2923422B1 (en) * | 2007-11-14 | 2010-05-14 | Renault Sas | METHOD FOR CONTROLLING RECOVERY BRAKING OF A VEHICLE COMPRISING AT LEAST ONE ELECTRIC MOTOR |
| GB2492073B (en) * | 2011-06-17 | 2013-09-11 | Protean Electric Ltd | A brake system |
| JP5891866B2 (en) * | 2012-03-14 | 2016-03-23 | 日産自動車株式会社 | Braking control device |
| JP5563004B2 (en) * | 2012-03-28 | 2014-07-30 | 日信工業株式会社 | Brake hydraulic pressure control device for vehicles |
| DE102012211278A1 (en) * | 2012-06-29 | 2014-01-02 | Robert Bosch Gmbh | Method for operating a recuperative braking system of a vehicle, control device for a recuperative braking system of a vehicle and recuperative braking system |
| KR101635330B1 (en) * | 2012-08-14 | 2016-06-30 | 미쓰비시덴키 가부시키가이샤 | Train-information management device and device control method |
| DE102012215328A1 (en) | 2012-08-29 | 2014-03-06 | Robert Bosch Gmbh | A brake control device for a vehicle and method for operating at least one electric drive motor for a vehicle |
| DE102012220770A1 (en) * | 2012-11-14 | 2014-05-15 | Robert Bosch Gmbh | Control device for at least one brake system component of a recuperative braking system, control device for an information output device of a vehicle and method for operating at least one recuperative braking system of a vehicle |
| DE102012222978A1 (en) * | 2012-12-12 | 2014-06-12 | Robert Bosch Gmbh | Method for operating a brake system of a vehicle and control device for a brake system of a vehicle |
| DE102014011598B3 (en) | 2014-08-01 | 2015-11-19 | Audi Ag | Blending capable braking system |
| KR102417509B1 (en) * | 2016-11-22 | 2022-07-05 | 현대자동차주식회사 | Method for controlling regenerative brake cooperation system |
| DE102016123350B4 (en) * | 2016-12-02 | 2019-06-19 | Saf-Holland Gmbh | Semitrailer, semitrailer and method for braking a semitrailer |
| KR102492486B1 (en) * | 2018-07-11 | 2023-01-27 | 현대모비스 주식회사 | Apparatus for braking of vehicle |
| IT201900016874A1 (en) * | 2019-09-20 | 2021-03-20 | Texa Spa | "Braking system for electric vehicle" |
| US11491960B2 (en) * | 2019-09-30 | 2022-11-08 | Sabanci Universitesi | Force-feedback brake pedal system |
| DE102021108523A1 (en) | 2021-04-06 | 2022-10-06 | Audi Aktiengesellschaft | Braking system for an autonomous vehicle |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1986272A (en) * | 2005-12-19 | 2007-06-27 | 比亚迪股份有限公司 | Combined brake controlling system and method for electromobile |
| CN101049825A (en) * | 2006-04-03 | 2007-10-10 | 株式会社爱德克斯 | Braking apparatus for vehicle |
| CN101117094A (en) * | 2006-08-01 | 2008-02-06 | 现代自动车株式会社 | Braking system used for mixed power vehicle and control method thereof |
| JP2010047201A (en) * | 2008-08-25 | 2010-03-04 | Hitachi Automotive Systems Ltd | Brake device and brake control method |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB9320661D0 (en) * | 1993-10-07 | 1993-11-24 | Lucas Ind Public Limited | Electric vehicle having abs |
| US5378053A (en) * | 1993-12-07 | 1995-01-03 | Alliedsignal Inc. | Maximized regenerative braking vehicle braking controller |
| JPH0898315A (en) * | 1994-09-28 | 1996-04-12 | Nippon Soken Inc | Braking force control device of electric car |
| JP4760246B2 (en) * | 2004-09-30 | 2011-08-31 | トヨタ自動車株式会社 | Hydraulic brake device |
| JP2007030631A (en) * | 2005-07-25 | 2007-02-08 | Advics:Kk | Brake control device for vehicle |
| US7922265B1 (en) * | 2010-06-11 | 2011-04-12 | GM Global Technology Operations LLC | Method for controlling regenerative and hydraulic braking |
-
2010
- 2010-06-11 US US12/813,555 patent/US20110304198A1/en not_active Abandoned
-
2011
- 2011-04-22 KR KR1020110037664A patent/KR20110135796A/en not_active Application Discontinuation
- 2011-06-07 DE DE102011103540A patent/DE102011103540A1/en not_active Ceased
- 2011-06-10 CN CN2011101555598A patent/CN102310848A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1986272A (en) * | 2005-12-19 | 2007-06-27 | 比亚迪股份有限公司 | Combined brake controlling system and method for electromobile |
| CN101049825A (en) * | 2006-04-03 | 2007-10-10 | 株式会社爱德克斯 | Braking apparatus for vehicle |
| CN101117094A (en) * | 2006-08-01 | 2008-02-06 | 现代自动车株式会社 | Braking system used for mixed power vehicle and control method thereof |
| JP2010047201A (en) * | 2008-08-25 | 2010-03-04 | Hitachi Automotive Systems Ltd | Brake device and brake control method |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104080637A (en) * | 2011-12-05 | 2014-10-01 | 雷诺两合公司 | Braking supervision |
| CN104080637B (en) * | 2011-12-05 | 2016-09-28 | 雷诺两合公司 | Braking supervision |
| CN104582998A (en) * | 2012-08-30 | 2015-04-29 | 株式会社爱德克斯 | Vehicle braking device |
| CN104582998B (en) * | 2012-08-30 | 2017-01-18 | 株式会社爱德克斯 | Vehicle braking device |
| CN104210370A (en) * | 2013-05-31 | 2014-12-17 | 福特全球技术公司 | Control and delivery of hydraulic fluid in vehicle braking system |
| US9969374B2 (en) | 2013-05-31 | 2018-05-15 | Ford Global Technologies, Llc | Control and delivery of hydraulic fluid in vehicle braking system |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102011103540A1 (en) | 2011-12-15 |
| US20110304198A1 (en) | 2011-12-15 |
| KR20110135796A (en) | 2011-12-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102310848A (en) | Method for controlling regenerative and hydraulic braking | |
| CN102275581B (en) | Method for controlling regenerative and hydraulic braking | |
| US9333957B2 (en) | Method for operating a brake system for a motor vehicle and brake system | |
| CN103253146B (en) | The pedal decoupling type Electro-hydraulic brake system that integrated pedal displacement is measured | |
| EP1795414B1 (en) | Regenerative Braking system for vehicle and method thereof | |
| CN102529925B (en) | Braking force control system | |
| KR101548406B1 (en) | Brake system for motor vehicles | |
| CN102837687B (en) | Braking device for vehicle | |
| CN108501921B (en) | A kind of hydraulic line control brake system and its brake control method with double pressure sources | |
| CN102414062B (en) | Braking device for vehicle | |
| CN102216134B (en) | Service brake control system for optimized regenerative braking of medium or heavy trucks | |
| CN102056780B (en) | Braking device comprising a pressure accumulator | |
| CN102361786B (en) | Brake device for vehicle | |
| CN103347755B (en) | For the method and apparatus controlling electro-hydraulic brake system | |
| CN104512397B (en) | Motor vehicle braking system | |
| CN103702874A (en) | Control device for brake system of vehicle, brake system for vehicle and method for operating brake system of vehicle | |
| CN103189253A (en) | Method for operating a brake system, brake systems in which the method is carried out and motor vehicles comprising said brake systems | |
| KR20160052686A (en) | Vehicle control device and vehicle control system | |
| CN102256841A (en) | Method for controlling the activation of a brake of a hybrid vehicle | |
| CN104837692A (en) | Method for operating braking system of vehicle and control device for braking system of vehicle | |
| CN103097214A (en) | Hydraulic brake system and method for operating the latter | |
| KR20070007145A (en) | Process for operating an actuation unit for a motor vehicle braking system | |
| CN106523551A (en) | Double-motor brake actuation mechanism of vehicle decoupling distribution brake system | |
| CN105189220A (en) | Vehicular brake system | |
| CN104903167A (en) | Method and device for operating a brake system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C02 | Deemed withdrawal of patent application after publication (patent law 2001) | ||
| WD01 | Invention patent application deemed withdrawn after publication |
Application publication date: 20120111 |